Method and means for starting combustion engines



Oct. 9 1923.

J. GOOD METHOD AND MEANS FOR STARTING comsuswmu ENGINES Filed July 291919 RYTORNEY 1 l l l l I Patented Oct. 9, 1923.

UNITED STATES PATENT OFFICE.

JOHN GOOD, OF BROOKLYN, NEW YORK, ASSIGNOR TO GOOD INVENTIONS CO., OFNEW YORK, N. Y., A CORPORATION OF NEW YORK.

METHOD AND MEANS FOR STARTING COMBUSTION ENGINES.

Application filed July 29,

To all whom it may concern Be it known that I, JOHN Goon, United Statescitizen, residing in Brookl 11, New York, have invented the followingmprovements in Methods and Means for Starting Combustion Engines.

Th invention provides a new means and method for starting combustionengines on poor gasoline or heavy fuels or in cold weather, enabling theengine to start promptly upon its normal action with a minimum ofattention by the operator and a minimum use of the starting battery orhand crank. It provides such results by the use of few extra parts whichare simple and inexpensive and in many cases can be applied asattachments or additions to existing automotive power plants and withoutchanging their normal mode of operation or complicating their structure.These being the general objects and also the results of the invention,they are accomplished by equipping a standard or ordinary spray typecaruretor with an ignitcr located therein in a certain definite positionwith reference to other parts and conditions as presently explained, sothat the carburetor acquires double functions. One of such functions isits normal function of producing a properly proportioned mixture of fuelspray and air for delivery to and consumption by the engin in the usualor any suitable way; The other, additional, function is to produce bypartial combustion within itself, a readily combustible mediumcontaining hot combustion products and enough unconsumed cracked orvaporized fuel to ignite the cold engine and run it until it becomeshot. By th proper relative dispositions of the fuel spray and theigniter, the functioning of the carburetor as a producer of such amedium and the operation of the initially cold engine thereon may becaused to produce such a degree of heat in the intake passage and theengine generally as to produce an approximately normal operatingtemperature in a few seconds. and the transformation from this specialfunction to the normal function may be accomplished automatically and,if desired, without. doing more than increasing the flow rate throughthe carburetor as by opening the regular engine throttle and therebyputting the engine in 1919. Serial No. 314,061.

operation on its normal unburned fuel mixture. So that thus the operatorwishing to start his engine and having first closed the ignition circuitof the engine, has merely to place his throttle control lever in thestarting position and energize the carburetor igniter, as by closing asupplementary switch, and then to rotate the engine in the usual way bybatteiy or hand as usual. This procedure, which is not different fromthat to which all are accustomed, causes the engine to start and runimmediately, developing little power but much heat and raising thegeneral engine temperature so quickly that merely advancinq the throttlelever in the usual way and, after only a momentary delay, transforms thecarburetor and engine action to normal. The igniter in the carburetermay remain in operation or not as desired, but if left operating willnot ignite the mixture therein unless and until the starting flowconditions are again rcstored. Preferably it is connected with the otherstarting agencies so that it is not in action except when starting.

I am aware that it has heretofore been proposed to ignite the fuelmixture in a specially designed fuel mixing device as a means ofproducing a gaseous combustible medium on which to operate an engine onheavy nonvolatile fuels. In such apparatus the object has been to burnas littl as possible of the fuel in order to deliver a comparativelycool medium very rich in unburned fuel to the engine and thus obtainmaximum power for continuous normal operation whereas my use ofcombustion in the carburetor is merely temporary and a large proportionof the fuel is burned principally to develop heat and incidentally tocreate a combustible medium sufficient in power value to keep the enginein action at moderate speed and thus keep up the flow through thecarburetor to maintain the gas production during the tem porary heatingperiod.

The specific manner of carrying out my invention and the apparatus atthe present preferred therefor are illustrated in the drawings whereinFig. 1 represents a conventional automotive combustion engine equippedwith a carburetor having the dual functions referred to.

2 is a vertical section of the latter.

0 3 is a detail of the throttle control 4 is a preferred detail of theigniter 3. The remaining circuit diagram represents the usual ignitioncircuit of the engine which need not be described. It includes in thepresent case an extra contact point 4 on the regular distributor head 5connected through the switch 6 with the electric igniter or spark plug7, in the carburetor so that when the switch is closed each rotation ofthe distributor produces a spark at the mid plug. The switch 6 isoperated by the plunger 3 and is composed of two yielding contactsarranged so that they close in advance of the motor circuit when theplunger is depressed and remain closed after the motor circuit is openedby elevation of the plunger. It will be understood that the plunger andthese switch contacts are shown diagrammatically and that their object,which is to energize the spark plug when the motor is first beingrotated, may be accomplished by various forms of mechanism, automatic orotherwise. It is preferred to combine the control of the plug circuitwith the motor circuit so that a single act will govern both, orotherwise to connect it so that the act of starting the electric motorwill energize the plug. It will be obvious that the plug circuit couldbe connected to one of the cylinder contact points on the distributorhead if desired and with the same effect, or it could be connected withany other source of sparking or igniting current.

The carburetor 8, connected as usual to the intake manifold 9 isarranged to be heated by the normal combustion in the engine, either bythe jacket water if the engine has a water jacket, or by the exhaustgas. The latter method is indicated in the drawing, 10 being a pipeconducting engine exhaust gas to the jacket space 11 of the carburetor.The purpose of such heating is to vaporize, or help in vaporizing, thefuel liquid delivered by the carburetor in its normal operation. It isfrequently desirable, according to the kind of fuel, to heat also theintake manifold for the same purpose. The carburetor comprises a maincarbureting passage or mixing space 12, connected to the engine intaketo which air enters from the air entrance 13, past an air valve 14. Theair valve is mounted to slide in the tubular guide 14 and is controlledin its movement b a dash-pot piston 15 at its lower end. iquid fuel fromthe float bowl 16 flows through the passage in the piston 15 to theinterior of the valve stem and thence upwardly and past a taperedmetering pin 17 through the tube 18 opening in the spray orifice 19 inthe head of the valve. Some air is admitted to the space between tube 18and the surrounding part of the valve head, through the passages 20 andholes 21 so that the fuel delivered to the space 12 is aspirated andatomized b the air. The rest of the air needed to pro uce the normalexplosive mixture for combustion in the engine passes around the valve,lifting it more or less against gravity, and the lifting of the valveserves to vary the fuel delivery proportionately by varying the relationof the fuel duct in the valve stem to the position of the taperedmetering pin therein which latter is fixed in the base of the carburetorand adjustable by the operation of the thumb piece and parts marked 22.

The carburetor as thus far described, and without the igniter, is wellknown in the trade as the Stewart carburetor. I have merely selectedthis carburetor as illustrative of many others with which my inventioncan be used without substantial change. In its normal action it deliversa fuel spray, which without any air, or with very little passing aroundth valve head, is generally sufiicient to keep the engine running idlyon low speed, but when the throttle 23 is slightly opened the spray fromthe orifice 19 is increased in richness, the balance of the air neededfor explosive combustion, now arriving from around the valve, havinglifted it slightly from its seat as indicated in the drawing. In suchposition of throttle and air valve the flow velocity of the spray is atsuch a rate that a spark occurring at the gap of the plug 7 will ignitethe spray and cause it to burn in such a manner as to generate thegaseous medium referred to and which will explode on ignition in theengine cylinders even though the latter are quite cold. Such a mediumcontains air, a portion of vaporized fuel liquid, some carbon monoxidegas, and perhaps other combustible elements together with carbon dioxideand other diluents, all in a considerably heated condition. If thereforethe plunger 3 has been depressed to energize the spark plug 7 andlikewise rotate the engine, and provided the throttle has been set toproduce aflow at the rate indicated, the result will be the delivery ofsaid medium to the engine cylinders and explosion of the same thereininstantly setting the engine in operation by combustion. The controllingfactors of this operation appear to be the location of the spark orignltor in the spray and the richness and velocity of the spray at thepoint of ignition. Th spark should directly intercept the spray; therichness of the latter should be greater than will permit completecombustion if no further air were added and the spray velocity (thoughthe flow is some what ulsating de ending on the number of cylin ers)should generally less than the rate of flame propagation in such a spraymixture. Th arrangement and dimensions in the drawing are substantiallyaccurate for satisfactory results there being eight holes 21 foraspirating air. The correct flow velocity may be obtained in variousways and is subject of course to the speed at which the engine isrotated by the starting motor. It is generally suflicient to control theflow by the throttle adjustment and its correct position is readildetermined- Its location with respect to t e spray nozzle determines theextent of the partial combustion occur ring during the startingcombustion and when located in about the position indicated, where thespace 12 narrows down to the diameter of the intake passage, thethrottle cuts off or abbreviates the flame and thereby this particularap aratus develops a gas having ust enough iiiel value to keep theengine turning over, idle, and at the same time gives a generousdevelopment of heat as above stated, about half of the fuel beingconsumed in the carburetor (by estimate). It will be apparent however,that as a means of controlling the gaseous flow the throttle might belocated elsewhere and that other means or arrangements may be utilizedfor abbreviating the flame, as well as for extinguishing it, theimportant object being to create temporarily and from the availablecarburetor fuel supply an engine-heating and engine-operating gascapable of quickly warming the engine on its own power and to the endthat the normal carburetor function may be promptly taken up withmaximum power development. Other means for abbreviating the temporaryflame may consist of grids or wire screens as used in the gas producingdevices above referred to which grids may be placed between the plug andthe engine and be movable for ad'ustment of the heating and powereffects 0 the gaseous medium. On account of simplicity of structur andoperation it is referred to extinguish the flame by increasing the flowvelocity as by opening the throttle, but it is obvious thatextinguishment can be produced by shutting off the engine ignition andallowing the engine to stop, thereafter starting it without operatingthe plug 7, as well as by other means.

It is preferred to protect the plug when not in use and for that purposeit may be withdrawn into the socket, in the sidewall of the mixingspace, which socket is made elongated, as indicated at 25 in Fig. 4, and

rovided with a groove indicated in dotted lines to cooperate with ascrew 26 for limiting the inward and outward movement of the plug. Alink and bell crank 27 connect the plug to the plunger 3 so that theplug is advanced to igniting position, in this form, when the engine isto be started and withdrawn and protected from the spray during normalcarburetor action. This avoids short-circuiting of the spark gap bykeeping the plug relatively dry.

It is also preferred to mount a small tube or shell 28 around the sprayas indicated in the detail modification of Fig. 5, for the purpose ofpreventing dilution by the air from around valve 14 thereby guardingagainst failure to ignite in very cold weather. The tube, 28, has anotch in its upper end So that it clears the terminals of the spark plug7 With this arrangement, kerosene or heavier fuels are reliablyignitedand can thus be used as the engine fuel without starting on a moreinflammable fuel.

In the case herein used for illustration of the invention, theparticular type of carburetor selected is converted from one function toits other function without change in the relation of its several parts,which is of course desirable, for the sake of simplicity, but as abovestated, the invention may be also carried out with other types ofcarburetting apparatus, and in many cases,

it is desirable, according to the particular structure, to moderate orincrease the capacity of the normal spraying means, temporarily so as toenable it to ignite reliably and burn properly during the startingperiod and it may likewise be necessary to change or obstruct,temporarily,the main or auxiliary air entrance in some makes ofcarburetors in order that the conditions necessary to the generation ofa partially combusted explosive medium in the manner above described maybe properly realized. Such temporary conversion of the carburetor willbe readily carried out. The person skilled in this art will understandfrom the description above given that the igniter must be located in aspray, or in a part of a spray, Where the mixture of fuel and air islocally over-rich in fuel, too rich to burn completely if no other airwere available, and that its velocity at that point must be less thanthe rate of flame propagation through such mixture and that the rest ofthe air entering the intake should make up the total proportionsequivalent to those of an explosive mixture. It is preferred and hereinspecifically claimed that the partial combustion used to develop thestarting medium for heating the engine shall occur in the space whichreceives the whole engine mixture when the engine is operating normally,for example, in thespace 12, no air being admitted beyond the pointwhere the flame is cut off, but this as stated is the preferred form andother arrangements may be employed for first generating the partiallyburned explosive medium to heat the engine while operating it and laterproducing an unburned or normal engine mixture.

Claims:

1. The method of starting a combustion engine, which consists in causinga spray mixture of liquid fuel and air to flow to the engine at avelocity less than the rate of flame travel in said mixture, ignitlngsaid mixture, limiting the combustion thereof to produce a hot,engine-operating medium, operating the engine on said medium and thenoperating the engine on an unignited mixture of fuel and air.

2. The method of starting a combustion engine which takes its fuelcharge from a spray type carburetor consisting in igniting thecarburetor mixture and abbreviating the flame thereof to generate acombustible gaseous medium, allowing the engine to run on such mediumuntil warmed and then stopping said combustion and causing the saidcarburetor to deliver an unburned charge mixture of fuel and air to theengine for its normal operation.

3. The method of starting a combustion engine having a spray typecarburetor from which it normally takes an explosive charge mixture offuel spray and air, consisting in producing a mixture flow at a velocityless than the rate of flame travel through the mixture, igniting saidmixture at a point where the spray mixture is overrich in fuel, causingthe flame to produce a partially burned gaseous medium, allowing theengine to run on said medium until warmed, and thereupon terminating thedelivery of said medium and causing the carburetor to deliveruncombusted charge mixture to the engine.

4. The method of starting a combustion engine having a spray typecarburetor, which consists in rotating the engine and coincidentlyigniting and partially burning the fuel spray from said carburetor toproduce a flow of combustible gaseous medium, at a velocity less thanthe rate of flame travel therein, allowing the engine to run on suchmedium until warm enough to carry on its normal operation, and thenterminating production of said gaseous medium by increasing the velocityof said medium to the point of extinguishment of the combustion.

5. The method of starting a combustion engine having a spray typecarburetor normally delivering an explosive mixture of fuel spray andair under the control of an engine throttle, which consists in rotatingthe engine and coincidently igniting and partially burning the fuelspray in said carburetor, while said spray is moving at :1 velocity lessthan flame travel and thereby causing it to produce a hot,engine-operating gaseous medium, allowing the engine to run on suchmedium with a restricted throttle and thereafter terminating theproduction of said gaseous medium by opening the throttle.

6. In an engine having an intake passage provided with a fuel sprayorifice and air entrance mutually related to deliver a mixture ofpredetermined relative proportions to the engine, means for ignitingsaid mixture at a point where the velocity is less than the rate offlame travel through the mixture and means for optionally abbreviatingthe flame to produce hot engine-operating medium or for extinguishingthe combustion to produce an unheated medium.

7. In an engine having means for rotating it, an intake pipe and acarburetor secured thereto for normally supplying it with an unburnedmixture of liquid fuel and air. the combination of means mounted in thecarburetor structure for igniting and partially burning the fuel thereinto form an engine-operating gaseous medium, said means including amovable member adapted for abbreviating the flame in the carburetor andadapted for operation to extinguish the flame to cause delivery ofunburned explosive mixture to the engine.

8. An engine having means for rotating it and a suction-operating spraycarburetor for normally supplying it with an unburned explosive mixtureof liquid fuel and air, in combination with an electric igniterintercepting the spray mixture and located therein where it ignites andcauses partial combustion of the fuel when the flow velocity is moderateand leSs than the rate of flame travel and is ineffective for suchpurpose when the velocity is increased.

9. In an engine, an intake passage provided with means for producing aspray mixture of liquid fuel and air and having a chamber of greatersectional area than said passage for receiving or conductingsurhmixture, in combination with an igniter in said chamber and meanswhereby the said parts may be optionally operated to produce apartially-burned engine-operating medium or an unburned mixture.

10. A dual functioning carburetor of the kind described comprising anair entrance passage, a valve controlling the same and a fuel sprayorifice subject to the suction determined by said valve and an electricigniter adapted to ignite said spray, said parts being adapted foralternate operation to produce a partially burned or wholly unburnedengine operating medium.

11. In an engine the combination of a mixing space for liquid fuel andair, a relatively restricted outlet therefrom to the engine, a flameabbreviating means in said outlet, suction means for delivering a spraymixture of liquid fuel and air into said space and an igniter in saidspace, said parts being mutually organized for optionally delivering aartially burned hot engine-operating me mm to the engine or an unburnedmedium.

12. In an engine the combination of an intake passage provided withsuction means for delivering thereto a mixture of liquid fuel and air inthe proportions of an explosive engine-operating mixture, means adaptedfor initiating and maintaining steady combustion in said passage, meansin said passage for cutting off or abbreviating the length of the flamethereby producing an explosive engine-operating medium and means wherebysuch flame may be completely extinguished and whereby the enginereceives unburned fuel.

13. In an engine the combination of an intake passage having a mixingspace, suction-operated spray producing means on one side of said space,a single throttle on the other side controlling the connection of saidspace to the engine and an igniter in said space, said throttle servingto abbreviate the flame in said space.

14. The combination with an engine having a suction intake and apparatusconnected therewith ada ted to supply hot combustion products to t eengine, an igniter in said apparatus to start the combustion therein,and means whereby the igniter is shielded from the fuel when not in use.

15. The combination of an engine having a carburetor adapted to delivercombustion products to the engine, an igniter in the carbureter adaptedto establish combustion therein and a movable mounting for the igniter.

16. In apparatus of the kind described, the combination with an engine,of a carbureter having a mixing chamber, a fuelspraying means and an airentrance for said chamber, a shell or wall isolating the spray deliveredby said means from the air entering said chamber and an igniterintercepting said spray.

17. In combination, an engine, a chargeforming apparatus thereforadapted to de liver either a hot partially burned mixture of fuel andair or a non-burned mixture of fuel and air, a starting agency wherebythe engine may be set in motion, a control mechanism for suchcharge-forming apparatus and means whereby the starting of the engine bysuch agency depends upon the setting of said control mechanism in apredetermined position. r

In testimony whereof, I have signed this specification.

JOHN GOOD.

